Center sill



M. H. MARTIN CENTER SILL Filed April 1e. 19so\ CCCCCCCCCC C C Patented Oct. 11, 1932 MARK H. MARTIN, F READING, PENNSYLVANIA CENTER sILI.

-Appuca'ionmea April 1e, leso. serial No. 444,711.

My invention relates to center vsills for railway cars.

provide a center sill formed as a single piece which is readily adaptable for use under all operating conditions lnow found in railway cars, including the reception of either vertical or horizontal yoke draft attachments, combined coupler striking, carrier and front draft stop castings, and rear draft stop castings, and which is marked by superior strength arising from the closer disposition of its neutral yaxis to the center line of the draft than now obtains in the art.

A further object is to devise a method of making a center sill of the above type which is characterized by simplicity and the abiltion. y

ze As now made, the standard A. R. A. center sill comprises a pair of spaced, inverted T-sections with inturned or outturned flanges along the upper edges of each section pro-'- jecting towards or away from each other and a top plate bridged acrossthese sections for securement to the flanges. This assembly requires three separate parts which must be riveted or otherwise secured together and in order to obviate this present necessity, the

sill disclosed in the present application has been devised. Being formed in one piece, its manufacture is characterized by simplicity, and in use it possesses the ability of being readily vtied in with the remainder of the car assembly, as well as possessing certain other strength attributes which are discussed more fully hereinafter.

These and further objects of my invention will be set forth inthe following specification, reference being had to theaccompanying drawing, and the novel means by which said objects are efectuated will b e definitely pointed out in the claims.

In the drawing:

Fig. 1 is a sectional elevation of a bod bolster showing my improved center sill in section.

Fig. 2 is a perspective view showing the successive steps i the making of the sill. Fig. 3 is a sect onal elevation of the center ity to form the sill from a simple rolled sec-- sil1asvviewed Fig. 1, showing its ready adaptability` for use on hopper cars. The principal ob]ect of my invention is` to matie views ofthe present standard center bolster is the customary body center plate 14.

In forming the. sill 12, an I-beam section is rst rolled orotherwise formed, and at two points 16 intermediate the flanged sides 17 of the section, the latter is bent into a substantially U-shaped section, as shown in Fig. 2,y

comprising the sides 18 and connecting-web l 19,-each side 18 having the flanged portion 17. The simplicity of forming this section is obvious, but this advantage does not detract from the capacity ofthe sill for being employed under all the operating'conditions now found in freight cars, including the attachment thereto of the several parts of the draft gear, whether o f the vertical or horizontal yoke type, and also the several parts employed for the coupler including the striking and carrier casting. A further advantage of this type of sill can be understood by referring to Figs. 4 and 5, the former illustrating 'in section the standard silland the latter, the sill embodying my invention. In Fig. 4, the numeral 20 designates the neutral axis of the sill and the line 21 denotes-the position of the center line of the draft, while in Fig. 5, the corresponding lines are denoted by the numerals 22 `and 23, respectively. In the lattercase, it will be noted that theeenter line of the draft is only about one-half of the distance from the lneutral axis of the section `when compared with the similar lines in Fig.

4, thus indicating that the sill embodying my invention more closely approximates the theoretical requirement of locating the neutral axis of the sill section substantially in alignment with the center line of the draft. This construction enables a sill of lighter weight to be used for any given draft requirement.

As indicating the adaptability of my im- 5 proved sill, it will be noted by referring to Fig. 3 that the customary hood 24 employed in hopper car construction between the end slope sheets may be easily secured tothe sides of the sill. 1 l While I have shown one set of elements and combinations thereof for ei'ectuating my improved center sill and the method of making the same, it will be understood that the same is intended for purpose of illustration and in nowise to restrict the device to the exact forms and structures shown, for many changes may be made therein without departing from the spirit of my invention.

I claim: 1. A center sill comprising a section of subl stantially I-shape bent in two locations intermediate its anged sides to form a U- section.

2. A one piece center still consisting ofdepending sides having double flanged edges and a web remotely disposed from said flanges connecting said sides.

3. A one piece center sill consisting of depending sides having langed edges extend- 3P ing toward each other and a web remotely dis- 50 on the side edges, the mean thic poised from said anged edges connecting said s1 es.

4. A center sill of channel section having its oplen side facing downwardly and flanges enh. t e side edges extending toward each ot er.

5. The method of making a center sill from a member having substantially an I-section consisting' in simultaneously bending said 40 member in two locations intermediate the flanged sides thereof to form a substantially Ushaped section.

6. The method of making a center sill from a simple rolled I-beam, consisting in bending said beam in two locations intermediate the flanged sides thereof to form a substantially' U-sha ed section.

7. centensill of channel section having its open sidefacing downwardly; and flanges ness of each flange being greater than that of the associated side of the sill.

8. A one-piece center sill consisting of 'depending sides having flanged ledges and a web remotely disposed from said flanges connecting said sides, the mean thickness of each flanged edge being greater than that of the associated side.

In testimony whereof, I affix my signature.

op y MARK H. MARTIN. 

